Train-control system



Aug. 12, 1924.

A. G. SHAVER TRAIN CONTROL SYSTEM Filed April 25 1919 2 Sheets-Sheet 1 ,in'vmzw Arch/Maid GUS/lava! A. G. SHAVER TRAIN CONTROL SYSTEM Z'Sheets-Sheet 2 Patented Aug. 12, 1924.

UNITED STATES PATENT OFFICE.

ARCHIBALD G. SHAVER, OF CHICAGO", ILLINOIS, ASSIGNOR, BY MESNE ASSIGNMENTS, TO REGAN SAFETY DEVICES COMPANY, INCORPORATED, A CORPORATION OF NEW YORK.

TRAIN-CONTROL SYSTEM.

Application filed April 25, 1919. Serial No. 292,548.

T all whom it may concern-2 I Be it known that I, Ariel-imam) Gr. SHAVER,

a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful. Improvements in Train-Control Systems, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to a train control system, and more particularly to a train control system of the intermittent ramp type, and has special reference to the provision of a system of this type responsive to'safe, caution and danger track conditions.

The principal objects of the present invention include the provisionof a system in which a roadside mechanism preferably controlled from a block si nalling system is operated to produce a normal, intermediate and abnormal indication responsive to track conditions, and in which vehicle carried mechanism is arranged to be influenced by the roadside mechanism to translate the indications on the latter for producing proceed, speed restrictiveand stop effects on the train.

To the accomplishment of the foregoing and such other objects as may hereinafter appear, my invention consists in the elements and their relation one to the other, as hereinafter described and sought to be defined in the claims, reference being had to the accompanying drawings which show a preferred embodiment thereof and in which- Figure 1 is a diagrammatic view showing the vehicle carried apparatus and the roadside apparatus for one block, and I Figure 2 is a diagrammatic view'o f three successive blocks showing the signalling and roadside mechanism in clear, caution and danger positions.

In the train control system of my present invention there is provided a vehicle or train carried mechanism operative to permit proceed, speed restrictive and stop effects or operations of the train, a roadside mechanism being provided for transmitting to the vehicle carriedmechanism safe, caution and danger track indications to produce these operations. The roadside mechanism is constructed to be operable in accordance With safe, caution and danger track conditions, and in the present embodiment of the invention said roadside mechanism is associated with a block signalling system, and is made responsive to the operations of the same.

The block signaZZi'ng system.The block signalling system with which my present train control system is associated is preferably of the 3-indication or position type in which the semaphore signalling element of each block operated with the usual motor and clutch arrangement is controlled from home and distant relays to indicate safety, caution and danger roadside conditions. Referring to Figure 2 of the drawings in which such a signalling system is disclosed,

there are shown the track circuits of the usual type comprising the track rails separated into blocks by the insulating joints are, 005 and we, the track batteries 6, Z), I), and the track magnets TA, TB, and TC for three successive sectionsor blocks, the circuits and signals controlled by the traclg magnets being indicated for three successive blocks when a train T is present in one of the blocks. 7

Signal under clear or safe track condit2'002s.As shown in the clear block, the semaphore signal 20C indicates clear track conditions, the circuit controlling the signal comprising abattery 13313 of the succeeding block, conductor 14B, armature 15b of a relay 16B associated with the succeeding block, conductor QOCH, armature lC under the influence of the track relay TC, conductor 2'C, electromagnet of the home control relay HC, conductor 3C, and common wire C to battery B3B. Since this circuit is energized, an armature 5C controlled by the home relay HC is closed, and the home circuit of the signal C is established from the battery MC, conductor 1C, armature 2C of a relay 17C, conductor 3C, semaphore retaining mechanism of signal 20C, conductor 4C, armature 5C of the relay HC, and conductor 6C to battery MC. Under these conditions the distant or caution circuit of the signal 20C is also established by the energization of a distant control relay DC, the circuit for the relay DC being from battery B3B of the next succeeding block, conductor 14B, circuit breaker contact 1313 connected with'the mechanism of signal 20B, conductor 12B, armature 11B of relay HB, conductor 20CD, armature 4C of relay HC, conductor 4d, electric coils of the relay DC,

the common Wire C, and thence to battery of relay DC, conductor 7C, operating and retaining mechanism of signal 200, conductor 3C, armature 2C of relay 17C, and conductor 1G, to battery MC. \Vith this construction, it will therefore be seen that when the home and distant relays are energized of these circuits.

responsive to clear conditions, the closing of the topmost arn'iature of the home magnet HC closes the home circuit to the signal operating device 20C and the energization of the distant magnet DC, in closing the lowand the signal will shown danger. This magnet 170, as will appear hereinafter, will be deenergized upon occurrence of a defect in the track equipment of the train controlling mechanism, so that such defect in the track equipment of a given block will be reflected in and will be indicated by the signal of the same block. It will further be seen that the circuit to the home control relay includes an armature b controlled by a relay 1GB of the next succeeding block such that when this relay 16B is deenergized, the signal circuits of a preceding block will be opened to indicate a danger condition. The relay 16B of a given block, as will appear hereinafter, will be deenergized upon occurrence of a radical defect in the track equipment of the train control mechanism associated with such block, this arrangement being such that the occurrence of such a defeet in a given block will be indicated by a danger signal in the next preceding block and will produce stop conditions in a train in such preceding block. Thus the relays 16B and 17C are provided for producing a safety or detecting means for the track equipment, defects in the track equipment of the train controlling system being by this means reflected in the signalling system.

The signal under aau tio n conditions. As shown in the caution block of Figure 2, the circuit for the home control relay HE is from battery 133A through conductor 14A, armature 15A of the relay 16A, conductor 2OBH, armature 1B of the track relay TB, conductor 2B, the coil of the homerelay HB, conductor 3'B, and common wire C, to battery B3A. With control relay HB energized, the armature 5'B controlled thereby is closed, and the home circuit of the signal B is established from the battery MB, conductor 1B, armature 2B, conductor 3B, the retaining mechanism of signal 20B, conductor 4B, armature 5'B (closed), conductor 6B, and thence to battery MB. Under these caution conditions, however, the caution circuit of the signal 20B is opened by the deenergization of the distant relay DB, the open circuit for the relay DB being from the battery B3A, conductor 14A, open circuit breaker contact 13A connected with the mechanism of signal 20A, conductor 12A, open armature 11A of relay HA, conductor 20BD, armature 4B'of relay HB, conductor 5B, the coils of the relay DB and the common conductor C, to battery B3A. Since this circuit is open as indicated, the distant rela DB is deenergized and the caution circuit for the signal 20B is opened at the armature 9B in the following circuit: battery MB, conductor 10B, open armature 9B, conductor 7B, signal 20B, conductor 3B, armature 2B, conductor 1B, and thence to battery MB. Thus when the home relay is energized and the distant relay deenergized, only one of the circuits to the signal operating device 20B is closed, producing caution indications. In these circuits also it will be seen that relay 17 B' of a given block comprises a safety or detecting means influencing the signal of such block, and relay 16A of a given block comprises a safety or detecting means influencing the signal of a preceding block.

Signal under danger conditions.-As shown in the stop or danger block in Figure 2, the circuit for the. relay HA includes the battery in the block in advance similar to B3A, the conductor 20AH, contact 1A which is open due to the deenergization of the track relay TA by Virtue of the presence of the train T in the block, conductor 2'A, relay HA, conductor BA, and common wire C. The openingof this circuit at l'A deenergizes the home relay HA, opening the home circuit to the signal 20A at contact 5A, the circuit being as follows: battery MA, conductor 1A, armature 2A, conductor 3A, signal 20A, conductor 4A, open armature 5'A, conductor 6A, and thence to battery MA. Under these conditions the distant control relay DA is also deenergized by the opening of contact 4'A under the control of the deenergized relay HA, the said contact being included in the circuit comprising the common conductor (1, the coil of the relay DA, conductor 5A, armature 4A, conductor 2OAD to the partial circuit in the next succeeding block (not shown) which is closed under clear track conditions, and back to common conductor G. Since this circuit is open, the distant control relay DA is deenergized, and the armature 9A controlled thereby is opened, opening the caution circuit to the signal A. Since the caution and home circuits to this signal 20A are both open, the signal will indicate danger.

It will be noted from the above recited arrangement that the distant relay of each block is controlled by the home relays of that block and the next succeeding block. Thus relay DC is in a circuit including the armature tC controlled by relay HC, and the armature 11B controlled by relay HB. This is provided so that- (a). When the home magnet is deenergized, as by the presence of a train in a block such as C, the distant magnet of that same block will be deenergized to cause the actuation of the semaphore to indicate danger, and

(b). When the home magnet of the block B is deenergized, as by the presence of a train therein, the distant magnet DC of the block C will be deenergized so as to open the armature 9C controlled thereby, and so as to effect a reversal of control of the track equipment of a train control mechanism, as will be described more in detail hereinafter.

THE TRAIN CONTROL SYSTEM.

A. Track equipment.

Associated with the block signalling system and controlled thereby, I provide roadside equipment which is responsive to safe, caution and danger track conditions, and which is operative for transmitting such conditions to vehicle carried train control mechanism. The roadside equipment of my present invention comprises an energy transmitting device of the ramp type and means for producing therein a normal, intermediate and abnormal condition or indication such as a safe, caution or danger indication. Referring to the drawings, there is shown provided for each block an energy receiving and transmitting device such as the ramp 12, and means for selectively energizing the same with current of different polarities and for deenergizing the same relative to train controlled mechanism, the said means including a battery B2, a pole changer P under the control of a distant relay D, the said pole changer connecting the battery B2 to the ramp by means of the conductor 100, the conductor 101, armature 21 under the influence of home relay H, conductor 102, the rail 1, conductor 106 relay 17 and conductor 105. From this construction, it will be clear that when the armatures of the pole changer are moved to their upper positions, the current will be supplied from the battery B2 to the ramp in one direction, and when the armatures will be released for movement to their lower position contacting the back contacts of the pole changer, the current will be supplied from the battery B2 to the ramp 12 in a reverse direction. Thus when the distant relay D is energized, the ramp 12 will be energized with current of a given polarity, and when. the relay D is deenergized, the ramp 12 will be energized with current of the reverse polar ity. It will further be apparent from this construction that when a home relay H is deenergized, the armature 21 will be opened, with the result that this described circuit to the ramp 12 will be opened and the current in this circuit will be discontinued. The circuit described is also shown in Figure 2, in each of the blocks, the battery B2 being indicated as B2A, B2B and B2O in the respective blocks, the pole changer P being indicated at PA, PB and PC in the respective blocks, the ramp 12 being indicated as 12A, 12B and 12C, and the relay 16 being indicated as 16A, 16B and 16C. Referring to Figure 2 of the drawings, it will be noted that when any of these circuits is broken, as by the breaking of a ramp or the breaking of any conductor in the circuit, the relay, such as 17A, will be deenergized, efl'ecting the release of the armature 2A, this in turn producing a danger indication in the block A heretofore referred to. The relay 17A thus acts in the nature of a safety or detecting means for the ramp circuit.

For the purpose of detecting the integrity of the ramp at all times, and for the purpose of controlling the trains to the rear of a defective ramp, there is further provided an additional safety or detecting circuit which includes the ramp 12, the conductor 104 the relay 16, the conductor 103, the resistance R, the pole changer P, the battery B2, and conductor 100. The relay 16 may be of comparatively high resistance, and the resistl ance R is installed in the circuit for reducing the normal battery consumption for energizing this relay. The relay 16 has been indicated in Figure 2 as 16A, 16B and 16C for the respective blocks, and with this con struction it will be noted that the ramp 12 is always protected, irrespective of the deenergization of the home and distant relays and that if the ramp 12 is broken, the relay, such as 16A of block A, will release or open the armature 15A in the circuit of the home relay of the next preceding block B, so that the signal of the next preceding block B will indicate danger and so that the ramp 12B of such block will be deenergized for effecting stop conditions on train in such preceding block.

The operation of the track equipment under safe. caution and danger track 7 conditions is indicated in Figure 2 of the drawings, and reterring to this figure, it will, be seen that in the clear block with the distant and home control relays DC and HC energized, the pole changer PC is closed for permitting current to flow to the ramp 12C in one direction, this circuit being closed at the ari'nature 21C. In the block B the distant control relay Dill is-deenergized and the home control relay HE is energized, the armature 2113 being closed and the pole changer PB being arranged for directing the current to the ramp 1213 in a reverse direction. In the block A With'a train occupying the block and the distant and home control relays decnergized, the armature 21A of the home control relay is open, and the current to the ramp 12A is therefore discontinued.

I)". The vehicle cam'c'cd equipment.

For cooperation with the track equipment there is provided train carried mechanism which comprises a train controlling means, orovisions arranged for cooperating with the roadside energy transmitting device, and a translating device operated by said provisions tor translating the indications of said transmitting device to said train controlling means For producing corresponding etl'ects therein. More specifically, I provide a train controlling means operative for producing proceed, speed restrictive and stop effects or conditions on the train, and controlled from a 3-position relay translating device normally energized: by a vehicle source ot energy, the translating device being controlled by a shoe mechanism which engages the roadside ramp for substituting roadside energy for the vehicle energy to influence and operate the 3-position, relay under safe and caution track conditions, and for disconnecting the source of energy therefrom under danger track conditions.

llertcrring now to Figure 1 of the drawings,;tlie vehicle carried mechanism is shown to comprise shoes S and S, the 3-position relay R, the vehicle battery B therefor, and the train controlling means including the soced controller F and the electromagnetic valve: A and E, of the shoe or S is set forth in my co-pending application ot,even date herewith, now Patent No. 1,383,865 of July 5, 1921.

The (i-position relay R having the contacts or armatures e, f and g is of the type where with current transmitted in one direction through the coil of the relay, the armatures or contacts controlled thereby will be moved and held in one position as shown in full lines in Figure 1, while with the current transmitted in a reverse direction, the armatures will be moved and held in another position as shown by the inclined dotted lines in the figure, and where no current is The detail construction transmitted, the armatures will move .to neutral positionas shown by the vertical dotted lines in said figure.

Vith all the apparatus on the vehicle in normal condition, the relay R is energized from the cab battery B, and the circuit for energizing the same includes the battery B, the conductor 1, the contact 2, armature (2, conductors 3 and 4, the coil of the relay R, the conductor 7, the contacts 10 of the shoe S, the conductor 9, the contacts 8 of shoe S, the conductor 11, the armature f, contact 12, and the conductor 13 tobattery B;

In the operation of the system when one of the vehicle shoes such as S moves over and engages a ramp 12 under clear roadside conditions as indicated in Figure 1, the shoe will be raised and the left-hand contacts 18 and 6 and the right-hand contacts 14 and 1 0 of said shoe will be bridged, and the right-hand contacts lower 10 thereof will be disconnected, with the result that the vehicle circuittorelay R will be broken and the roadside ramp circuit Will be substituted therefor, the relay B being energized from the positive side of the roadside battery B2 through the upper armature of pole changer P controlled by relay D, the corn ductor 100, the ramp 12, the shoe S, the conductor 19, the left-hand contacts 18 and 6, the conductor 42, the conductors 5 and 4, the relay R, the conductor 7, the righthand contacts 10 and 1 1 of shoe S, the conductors 13, and 44:, the ground G on the frame of the vehicle, through the Wheels and track 7*, the conductor 102, the armature 21 of the relay H, the conductor 101 of the lower armature of pole changer P. Thus as the shoe S moves over a normally energized ramp, the relay R will be energized through the roadside circuit by current of the same polarity as the normal vehicle circuit therefor, and hence the armatures c, and y will be maintained in their normal position as shown in full lines in Figure 1. As the shoe S leaves the ramp under these safe conditions, the reverse action will take place and the vehicle energy above referred to will be resubstituted for the roadside energy to maintain the relay in continued normal energization,

l-Vith the relay R energized under safe conditions, the electromagnetic valves A and B are energized from the vehicle battery B by the following circuit: conductors 1, 25 and 24"., armature g, contact 26, conductor 31, electromagnetic valve A, conductor 32, electromagnetic valve 13, conductor 33, normally closed contacts 34 of push key C, conductor 38, conductor 13, to battery B.

With the normal energization of electromagnets A and B, proceed effects are produced on the train- With the vehicle under the full control of the engineer. The vehicle control mechanism operated by the magnets lilj moaoce A and B includes means for connecting and disconnecting the train pipe of the air brake system to and from atmosphere, and for connecting and disconnecting the engineers brake valve to and from the main reservoir, such means being described in detail and claimed in my co-pending applications of even date herewith, now Patents No. 1,339,- 720 of May 11, 1920, and No. 1,359,540 of November 23, 1920. As shown in Figure 1, the valve A is arranged to control the connection and disconnection between the train pipe 40 through the normally open cut-off cock 41 to and from atmosphere through the vent 42, and the valve B is arranged for connecting and disconnecting the engineers brake valve 43 to and from the main reservoir 46 through the valve casing 44 and pipe line 45, a by pass 47 controlled by a normally closed valve 48 being provided between the engineers brake valve and the main reservoir. Under normal conditions with the electromagnets A and B en.- ergized, the train pipe 40 is closed to atmosphere and the engineers brake valve 43 is connected for open communication with the main reservoir 46. When the electromagnets A and B are deenergized, the re verse operation takes place, with the train pipe 40 vented for setting the brakes and with the engineers brake valve 43 disconnected from the main reservoir 46.

Under caution track conditions with the current supplied from the battery B2 to the ramp 12 in a direction reverse to normal as hereinhefore described, the engagement of the shoe S with the ramp 12 in addition to disconnecting the relay R from 'the vehicle battery B as referred to above, of tects the energization of the relay R by a current of reverse polarity, the energizing circuit being traced from the. negative side of the battery B2 through the upper armature of the pole changer P, conductor 100, ramp 12, and to the relay R, and return to ground and rail as heretofore described. Vith the relay R energized by current of areverse polarity, the armatures or contacts c, f and g will be moved to their opposite position as shown in dotted lines in Figure 1, engaging the contacts 20, 21 and 27. ith this operation when the shoe 3 lea the ramp 12 the relay R will be energized from the train battery B by current flowing in a direction reverse to normal. through the following circuit: negative pole of the battery B, conductor 13, conductor 22, contact 20, armature c, conductors 3 and 4, relay R, conductor 7, contacts 10 ct shoe S. conductor 9, contacts 8 of shoe S, conductor 11, relay armature f, contact 21, conductors 23. 24 and 25, and conductor 1, to positive pole of the battery B.

Under these caution conditions the train control mechanism is operated so as to permit the train to proceed under re-' stricted speed, the said train control mechanism being placed under the control of the speed controller F heretofore referred to. The speed controller F will be placed in the circuit of electroinagnets A and B when the contact G is moved to engage the con tact 27 upon reversal of the polarity of the current to the relay R, the said circuit in cluding the battery B, conductors 1, 25 and 24, armature 9, contact 27, conductor 28, contact 29 of speed controller F, conductor 30, electromagnet A, conductor 32, electromagnet B, conductor 33, normally closed contacts 34 of push key C, conductor 38 and. conductor 13 to the battery B. Under these conditions should a train be running at aspeed greater than the maximum limited speed when the shoe engages the ramp, the contact 29 of the speed controller being opened as indicated the magnetic valves A and B will be deenergized for producing stop effect on the train. However, when the speed of the train is reduced below the maximum permissive speed, the contacts 29 of the controller F will close and the magnet valves A and B will be reenergized so that control of the train for releasing the brakes may be had. As soon as the brakes are released by the engineer manipulating the brake valve 43 for recharging the train line, the train can proceed under the maximum limited speed to the next ramp. If, however, during movement of the train be tween the ramps the speed is again exceeded, the contacts 29 will again open to produce stop conditions. If under these cautiorf conditions the train reaches a succeeding clear ramp, the relay R will be energized with current of normal polarity, with the result that the speed controller F is disconnected. from circuit and the electromagnets A and B are energized to permit unlimited speed ahead It the succeeding ramp is a caution ramp, no change will take place in the vehicle equipment. i the succeeding ramp is a danger ramp, the vehicle equipment will be operated to produce a danger effect, as will be described presently.

Under dang-e1 conditions where a block is occupied as shown in block A, the armature 2] oi" the relay H will be opened, breaking the connections to the circuit including this armature and the rail. Under these. conditions when the shoe S is moved by engagement with the ramp ]2, no energy will be supplied thereto since the circuit which includes the ground connection and the ramp rail is open, and with this circuit open, after the lower contacts 10 have been broken, the relay R is deenergized and the armatures e, f and will drop to neutral position as indicated by the vertical dotted lines in Figure 1. lVith these armatures at neutral position, the magnetic valves A and B are deenergized, causing the venting of the air brake system and the stopping of the train, and also causing the air to be cut off from the main reservoir 46 to the en eineers brake valve 43. It will be noted from this construction that although the circuit to the relay R including the Temp 12 is open or broken, the ramp 12 may still be energized by a detecting circuit which includes the relay 16, this circuit being independent of the ground G and the rail 1 After the train has been brought to a full stop under danger conditions, I Lprovide means whereby-the train can be ma e to proceed only after the engineer has manipulated the push key C permitting limited speed ahead to the next ramp, the said push key G being arranged to be operated from the ground and hence located in a normally inaccessible place on the vehicle. Upon operating the push key C, the train controlling mechanism is put in a condition to allow the train to proceed under restricted speed, the relay B being energized by cur rent of a reverse polarity over the circuit including the negative pole of the battery B, the conductor 13, the conductor 38, the contact 34 of push key C, conductor 38, contact 37 closed by operation of the push key, the conductor J, conductor 42, conductor 5, conductor 4, relay R, conductor 7, conductor h, contact 36 of push key C (closed), conductor 25 and conductor 1 to positive pole of the battery B. It will be noted that in operating the push key C the normally closed contacts 34 which are arranged in the circuit of the magnets A and B" are opened, this so that the said circuit will be opened upon improper operation of push key C, as when the engineer moves the same to upper position and permanently maintains t e same in such posit-ion. This improper operation of the push key will prevent movement of the vehicle.

The operation of my train control system will in the main be apparent from the above detailed description thereof. It will be apparent that the roadside mechanism is responsive to safe, caution and danger track conditions for producing a normal, intermediate and abnormal indication in the ramp 12, with the train carried mechanism influenced by the three indications of the ramp, the 3-position relay R being responsive to such indications and being effective for translating such indications to the train controlling mechanism to produce proceed, proceed under a predetermined speed, and stop effects on the train, the resetting or restoring device or push key C being pro vided for producin proceed with limited speed when a stop e 'ect is produced.

While I have shown my device in the preferred form, it will be obvious that many changes and modifications may be made in 1 scenes the structure disclosed without de arting from the spirit of the invention, de ned in the following claims.

I claim:

1. In a train control apparatus, in combi nation, roadside mechanism including an energy transmitting device, an electrical source of energy therefor, and means responsive to safe, caution and danger track conditions for reversing the direction of flow of and for discontinuing the currentfed from said source of energy to said energy transmitting device; and vehicle carried mechanism comprising a source of energy, a translating device normally energized by said vehicle source of energy and influenced by a reversal of direction and a discontinuance of current fed thereto, means for connecting said vehicle source of energy to said translating device and cooperating with the roadside transmitting device for effecting the substitution of the roadside source of energy for the vehicle source of energy for influencing and operating the said device in the movement of the vehicle, a vehicle carried device for automatically con trolling the movement of the vehicle and instrumentalities for operating the same to produce proceed, speed restrictive and stop effects, said instrumentalities being under the control of said translating device and the said effects being produced under normal, reverse and no flow of current fed to the translating device.

2. In a train. control system, in combination, roadside mechanism comprising a ramp and means for producing a normal, inter mediate and abnormal condition therein corresponding to roadside conditions; and a vehicle carried mechanism comprising a shoe cooperating with the ramp, a source oi electrical energy, electrically operated vehicle control means normally in circuit with said source of energy, means controlled by said shoe for opening and closing said circuit, and a speed controller normally out of circuit and arranged to be automatically placed in circuit with said vehicle control means and source of energy by engagement of the shoe with a ramp which is in intermediate condition, such speed controller be ing held in circuit until the vehicle passes a ramp in normal condition, the speed con troller being cut out of circuit under such normal condition.

3. In a train control system, in combination. roadside mechanism comprising a controlling means including a source of electrical energy and a pole changer; and vehicle carried mechanism comprising a translating device, a source of electrical energy therefor, means cooperating with said roadside controlling means for connecting either source of energy to the translating device to energize the same, the said device being affected by a change in polarity of the current from the roadside source of energy, a vehicle controlling means normally in circuit with said vehicle source of energy and controlled by said translating device, and a speed circuit controller arranged to be connected in the circuit of the vehicle controlling means by action of said translating device When the polarity of the roadside source of energy is changed from normal to reverse condition and to be disconnected from said circuit when the polarity of said roadside source of energy is changed from reverse to normal condition.

4. In a train control system, in combina tion, roadside mechanism comprising an energy transmitting means including a source of electrical energy and a pole changer; and vehicle carried mechanism comprising a translating device, a source of electrical energy therefor, means cooperating with said roadside controlling means for'connecting either source of energy to the translating device to energize the same, the said device being affected by a change in polarity of the current from the roadside source of energy, a vehicle controlling means under the influence of said translating device, and a speed circuit controller also under the influence of said device arranged to be brought into activity when the polarity of the roadside energy is changed from normal to reverse condition.

5. In a train control apparatus, in combination, roadside mechanism comprising an energy transmitting device, home and distant control signalling devices, and means under the influence of said signalling devices v for producing a normal, intermediate and abnormal condition in the transmitting de vice: and vehicle carried mechanism comprising a device for automatically controlling the movement of the vehicle, instrumentalities for controlling the operation of the device to produce vehicle proceed, speed restrictive and stop effects, a translating device for translating the condition of the transmitting device to the said vehicle instrumentalities for producing said etl ect-s, vehicle carriel source of energy normally energizing the translating device,and means for connecting and disconnecting said source to and from the translating demeans cooperating With said road smitting device for substituting the fed through the latter for the ve-' hiclc carried source of energy.

6. In a train control apparatus, in combination, roadside mechanism comprising a source of energy, an energy transmitting device and a pole changer connecting the source of energy to said transmitting. device whereby the polarity of the latter may be changed from normal to reverse condition; and vehicle carried mechanism comprising a train controlling means, a three position relay, a source of electrical energy, means normally connecting the vehicle source of energy in circuit- With the relay and cooperating With said roadside energy transn'iitting device for substituting the roadside energy for the vehicle energy, electrical means normally in circuit with the vehicle source of energy for producing a normal effect in said train controlling means, said circuit being under the control of the relay, and a speed circuit controller also under the control of said relay arranged to be connected in circuit with said vehicle source of energ and said electrical means upon reversal of the polarity of the roadside source of energy for producing a speed restrictive ellect on the vehicle.

7. In a train control apparatus, in combination, roadside mechanism comprising a ramp rail, a source of energy and a polechanger for changing the direction of flow of current from the source of energy to the ramp rail from normal to reverse condition; and train carried mechanism comprising a three-position stick relay, a source of energy, a shoe device for engaging the ramp, a circuit including the relay, the source of energy, and the shoe device, movement of the shoe device being adapted to open and close said ci cuit, a partial circuit connecting the relay and the shoe device and adapted to be connected to said ramp rail in the movement of the shoe thcreover to substitute the roadside energy for the vehicle energy to operate the relay; vehicle controlling means normally energized by said vehicle source of energy and controlled by said relay, and a speed controller circuit also controlled by said relay and arranged to be connected to control said vehicle controlling means when the ramp is engaged by a shoe and the di-' rection of flOW ot roadside energy is in re 'verse condition, said speed controller being maintained so connected until n'iodiiicd by :1 succeeding ramp,

8. In a train control apparatus, in COll1- bination, roadside mechanism comprising an energy transmitting device including means for producing therein a normal, intermediate and abnormal condition in ac cordance with track or roadside conditions; and vehicle carried mechanism comp ising a device "for automatically controllit movement of the vehicle, instrumentalities for controlling the operation of the device to produce vehicle proceed, speed restrictive and stop effects, a translating device for translating the condition of the transmitting device to the said instrumentalities for producing the said effects, a source of enr 'y normally energizing the translating device, means for connecting and disconnecting said source of energy to and from the translating device, said means cooperating with said roadside transmit-ting device for substituting the energy fed through the latter for the vehicle source of energy, and a switch device for energizing the translating device to produce a speed restrictive operation in the instrumentalities after the production of an automatic stop operation therein.

9. In a train control apparatus, in combination, roadside mechanism comprising an energy transmitting device including means for producing therein a normal, intermediate and abnormal condition in accordance with track or roadside conditions; and vehicle carried mechanism comprising a device for automatically controlling the movement of the vehicle, instrumentalities for controlling the operation of the device to produce vehicle proceed, speed restrictive and stop effects, a translating device for translating the condition of the transmitting device to the said instrum'entalities for producing the said effects, a source of en ergy normally energizing the translating device, means for connecting and disconnecting said source of energy to and from the translating device, said means cooperating with said roadside transmitting device for substituting the energy fed through the latter for the vehicle source of energy, a manually operable switch device for ener gizing the translating device to produce a speed restrictive operation of the instrumentalities after the production of an automatic stop operation therein, and means whereby improper operation of said switch produces a stop operation in said instrumentalities.

10. The combination with the train control system of claim 1, ot a manually operable switch device for energizing the translating device to produce a speed restrictive operation of the vehicle instrumentalities after the production of an automatic stop operation therein.

'11. The combination with. the train control. system of claim 3, of a manually operable switch device normally in circuit with said vehicle control means and said vehicle source of energy adapted to be disconnected from its normal circuit and arranged in circuit with the translating device to energize the same to produce a speed restrictive effeet on the vehicle control means after the production of an automatic stop efli'ect therein.

12. In a train control apparatus, in combination, roadside mechanism comprising an energy transmitting device including means for producing therein a normal, intermediate and abnormal condition in accordance with track or roadside conditions, and vehicle carried mechanism comprising vehicle control instrumentalitiesfor pro duci'ng vehicle proceed, speed restrictive" and stop eflfectsya translating device for translating the condition of the trans mitting device to the said instrumenta-lities for producing the effects therein, a source of energy normally energizing the translating device, means for connecting and disconnecting said source oiE energy to and from the translating device, said means cooperating with said roadside transmitting device for substituting the energy fed through the latter for the vehicle source of energy, and a switch device for energizing the translating device to produce spee restrictive effect in the said instrumental-L ities after the production of an automatic stop effect therein.

13. In combination with the system of claim'12, means whereby improper operation'ot the switch device produces a stop" effect in said instrumentalities.

145. In a train control system, in combination, roadside mechanism including a controlling device; and vehicle carried mechanism including an air 'brake system having a main reservoir, an engineers brake valve in connection with said reservoir and a train line, a normally open valve arranged when closed to cut ofi communication from the main reservoir to the train line by way of the said engineers brake valve, a normally closed valve operable when opened to vent the train line, magnet means for operating the valves, a circuit including a source of electrical energy and said magnet means and normally closed to maintain the same energized, the deenergization of the magnet means effecting the closing of the first valve to prevent recharging of the train line and the opening of the second valve to vent the air brake system; a speed controlled contact means, a second and normally open circuit embracing the speed controlled contact means, the magnet means and said source of energy, and means under the influence of said roadside controlling device for controlling the said circuits to effect the closin of one or the other of or the opening of both of said circuits in accordance with roadside conditions.

15. In a train control system, in combination, roadside mechanism including a partial circuit, a source of electrical energy and an energy transmitting device; and vehicle carried mechanism including an air brake sys tem having a main reservoir, an engineers brake valve in connection therewith, and a train line, a normally open valve interposed between the main reservoir and the brake valve operable when closed to cut off communication between the main reservoir and the said brake valve, a normally closed valve operable when opened to vent the train line, magnet means for operating the valves, a circuit including a source of electrical ener gy and said-magnet meansand normally I the deenergiza ion of the magnet means effecting the closing of the first valve to prevent recharging of the train line and the opening of the second valve to vent the air brake system, a speed controlled contact means, a second and normally open circuit embracing the speed controlled contact means, the magnet means and the said source of energy, and means cooperating with said roadside mechanism for controlling the said circuits to effect the closing of one or the other of or the opening of both of the said circuits in accordance with roadside conditions.

16. In a train control system, in combination, roadside mechanism including a partial circuit, a source of electrical energy and an energy transmitting device; and vehicle carried mechanism including an air brake system having a main reservoir, an engineers brake valve in connection therewith, and a train line, a normally open valve interposed between the main reservoir and the brake valve operable when closed to out off communication between the main reservoir and the said brake valve, a valved by-pass for isolating said normally open valve, a normally closed valve operable when opened to vent the train line, a magnet means for operating the same, a circuit including a source of electrical energy and the said magnet means and normally closed to maintain the same energized, the deenergization of said magnet means effecting the closing of the first valve to prevent recharging of the train line and the opening of the second valve to vent the air brake system, a speed controlled contact means, a second and normally open circuit embracing the speed controlled contact means, the magnet means and the said source of energy, and means cooperating with said roadside mechanism for controlling the said circuits to effect the closing of one or the other of or the opening of both of the said circuits in accordance with roadside conditions.

17 The combination in a train control sys" term with a vehicle carried mechanism including train control means, of a roadside mechanism including an energy transmitting device, an energizing circuit therefor, a roadside signalling apparatus connected to control said energizing circuit and to influence the same in accordance with roadside conditions, and detecting means connecting said energizing circuit and said signalling apparatus operable upon defective behaviour of the circuit to produce a warning indication in the signalling apparatus.

18. The combination in a train control system with a vehicle carried mechanism including train control means, of a roadside mechanism including an energy transmitting device, an energizing circuit therefor, a roadclosed to maintain the same energizes,

side signalling apparatus connected to control the energizing circuit and to influence the same in accordance with track conditions, a relay in said circuit and means connected to the signalling apparatus and controlled by said relay to produce a danger indication in said signalling apparatus upon presence of a defect in said c'rcuit, whereby indications in the signall apparatus are reflected in the energizi circuit and improper behaviour of the circuit is reflected back in the signalling apparatus.

19. The combination in a train control system with a vehicle carried mechanism including train control means, of a roadside mechanism including a ramp, a normally closed circuit therefor including a source of energy, a pole changer and a rail, a roadside signalling apparatus connected to influence the circuit to reverse the direction of flow of and to discontinue the current therein, a relay in said circuit, a second circuit connecting the relay with the signalling apparatus and operable upon breaking of said energizing circuit for producing danger indication in the signalling apparatus.

20. The combination in a train control system with a vehicle carried mechanism including train control means, of roadside mechanism including a device for transmitting track conditions to the vehicle to produce corresponding indications thereon. a roadside signalling apparatus connected to control and influence the transmitting device in accordance with such track conditions, and a safety or detecting means associated with said device and said signalling a r paratus operable upon occurrence of a defect in said device for producing a warning in dication in said signalling apparatus,

21. The combination in a train control systerm with a vehicle carried mechanism including train control means, of roadside mecha nism including devices spaced in blocl-zs along the roadside operable for transmitting track conditions to the vehicle to produce corresponding indications thereon, roadside signalling apparatus connected to control and influence the transmitting devices in accordance with such track conditions, and a safety or detecting means connecting a device in a given block with the signalling apparatus of such block and operable upon occurrence of a defect in said device for producing a warning indication in said signalling apparatus.

22. The combination with the train contrsol system of claim. 21, of a second detecting means associated with said devices and said signalling apparatus operable upon occurrence of a defect in a device in a given block for producing a warning indication in the signalling apparatus of a preceding block.

23. The combination in a train control system with a vehicle carried mechanism including train control means, of roadside mechanism including energy transmitting devices spaced in blocks along the roadway, an energizing circuit for each device, a block signalling system for controlling the energizing circuits, a detecting circuit connecting a device in a given block with the signalling apparatus of such block and operable upon occurrence of a defect in said device for producing a warning indication in the signalling apparatus of such block, and a detecting circuit connecting a device in a given block with the signalling apparatus of a preceding block and operable upon occurrence of a defect in said device for producing a warning indication in such preceding block.

24. The combination in a train control system with a vehicle carried mechanism including train control means, of roadside mechanism including ramps spaced in blocks along the roadside, a circuit for each ramp including a source of energy, a pole changer and a rail, a block signalling apparatus connected to influence each circuit to reverse the direction of flow and to discontinue the current therein, a second circuit for each ramp, and means connecting the said second circuit of one block to the signalling apparatus of a preceding block for producing a danger in d'ication in such signalling apparatus of the preceding block upon occurrence of a defect in said ramp.

In testimony whereof I afiix my signature.

ARCHIBALD G. SHAVER. 

